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Showing content with the highest reputation since 04/25/19 in all areas

  1. 6 points
    It's not a one size fits all, 3 and 3, 4 and 4, 6 and 6 accomplishes the same result, the longer the shift the less traveling. If you work across the country or overseas, 2 and 2 is unworkable. Some pilots sit in Mexico all winter and want to work as much as possible in the summer, then lay on the beach all winter. Then some are younger and raising families, they need steady income. That's why we will never agree on anything in this industry....
  2. 5 points
    Personally, in my business I promote great ideas. Kudus to you for sharing. As much as I use velcro in a few areas, the heat kicks the crap out of adhesives. Keep the great ideas flowing and thanks for sharing the process. Thanks Saifan! Don't let negativity bring you down or prevent you from sharing ideas.
  3. 5 points
    Childish. if you have nothing intelligeable to contribute be quiet.
  4. 4 points
    There’s a time and a place 83. This guy has been giving away spreadsheets and very handy mods for ForeFlight for a few years now (for free!). The least we could do is show our gratitude by treating him with some respect. Keep it up SP. 👍
  5. 3 points
    Okay so here is the one about the jumpers. I get told to go to a flying club grass strip to take a dozen idiots up that want to jump out of a perfectly good aircraft. I get there and go thru a safety briefing on what I want them to do so everyone can go home in one piece. I was going to take the back door off on the right side and would take two jumpers at a time. We would go up to 8000 ft and I would slow down to about 40 kts. When I told them it was good to go they would hang the headsets up on the far left side of the ship...undo their seat belts and put the buckle behind themselves and do them up . One at a time they would get out on the right skid and fall off the skid. No diving...just fall off. So we start the show and things were going okay.About the third trip I have one guy that has to be a good 270 pounder and a smaller lady. Also on each trip I had a guy in the front taking pics of this folks jumping. So we get up to 8 grand and I start slowing down...tell them its good to go. Well the smaller woman does as was told...she is gone ...now the big goomer gets out on the side and decides that it would be cool to shimmy up the skid on my side to start waving at me in the front bubble. So now I have this big dope way up front on the skid and the ship goes into a steep right hand dive. He thinks this is great fun. I am yelling at him to get the he## off as we are nearing the red line on the airspeed and passing thru 5000 ft.He finally decides maybe the pilot is getting a bit pissed off and does a back gainer off the skid. So after gaining control of the ship...I AM pissed!. I land and shut down. The other jumpers are wondering what is up as there was going to be at least two trips for each jumper. So here comes the big dumb *** carrying his chute and we get at it. He won't be going again. Not sure how many trips I did that day but at the end I couldn't wait to get home and spin the lid off a bottle of Flora! My advice...don't do skydiving jobs!
  6. 2 points
    I find that when flying directly into the sun at the very early hours or twilight hours, the glare of the sun is unbearable. Even with darkly tinted visors, the experience is fatiguing and also makes reading the gauges and GPS challenging at times due to the reduced contrast. I decided to mod my helmet, MSA Gallet LH250 in my case, with an aftermarket sun visor and thought it would be helpful for other pilots to share the info. Tools required: 2.5mm Allen wrench (used to remove temple visor knobs). Drill (preferably drill press). 5/32" Carbide Drill Bit for Carbon Fiber see picture t02 (for more info see this excellent article: https://www.elevatedmaterials.com/drilling-carbon-fiber/ #1 Philips Screw Driver ¼" wrench If needed a screw cutting/terminal crimping tool to cut screws down to the correct length, something like this: https://www.homedepot.ca/product/klein-tools-multi-purpose-6-in-1-tool/1000421422 see picture t01 Parts required: 3 × countersunk 4-40 screws 5/16" length (head tip to thread end) 3 × locking washers (star washers preferably, or split washer) 3 × 4-40 nuts 3 × Male Snap Fasteners. For example: https://www.canadiantire.ca/en/pdp/outbound-snap-fastener-kit-0765640p.html#srp Aftermarket Helmet sun visor, I got mine on Ali Express, very cheap but shipping takes several weeks: https://www.aliexpress.com/item/Vehemo-3-Snap-Motorcycle-Cycling-Helmet-Peak-Top-Sun-Shade-Visor-Shield-Black/32832586387.html Similar items available on Amazon with faster shipping but at higher price, for example: https://www.amazon.ca/Core-Vintage-Helmet-Visor-Black/dp/B00F5ZMWLK Installation: Remove Allen screws from visor adjustment temple knobs. (Picture 01) Pry gently both temple knobs away from the helmet and swing up the outer visor guard it should then be able to lift up out of the helmet. (Picture 03) Mark the location of the 3 snap fasteners along the bottom edge of the guard. Support the visor guard with scrap wood on the drill press and drill the 3 holes.(Pictures 04 & 05) Drill the 3 holes. Pictures (Pictures 06 to 09). Attach snap fasteners with hardware. (Pictures 10 to 13) Reattach outer visor guard on the helmet. Attach the rear part with two pins first (picture 03) then swing the guard down whilst pulling temple knobs out slightly. Once the temple knobs are in the temple holes, you will need to rotate the knobs slowly until they "click" into place. Then reattach the temple knobs screws using the 2.5mm Allen wrench Sun visor can now be easily installed on the helmet. Pictures 14-15
  7. 2 points
    That’s what inspired me to make this. But the Gallet visors are tiny and are ridiculously expensive.
  8. 2 points
    Quick everyone to their safe spaces. No jokes allowed.
  9. 2 points
    Looks like you need to install a baseball card into your bike spokes too.
  10. 2 points
  11. 2 points
    I can't speak for the Yukon and the Alaska side, but you do have some other fuel options for the Fort Simpson to Inuvik corridor: GSH and Canadian both have drummed Jet A in Wrigley, Tulita and Fort Good Hope. Speaking to their ops departments you may be able to buy fuel from them. Alternatively, instead of Wrigley to Norman Wells, you could go Wrigley to Deline in which they have commercial cardlock for Jet A available. As for your AvGas requirement, Norman Wells should be no problem as lots of piston based aircraft still use that airport, namely North Wright and if memory serves, North Wright has a few drums of AvGas along that corridor as well for their Cessna aircraft. Send me a PM if you want some names and contacts and I'll do what I can for you. Otherwise, it sounds like an amazing trip!
  12. 1 point
    Attached might be of interest given the nature of this subject chain, then again - maybe not! Recently issued Notice of Proposed Amendment (NPA) regarding the codifying of existing exemptions related to PEDs. This initiative appears to be welcome evidence of regulatory streamlining. Have a look at the following section in subparagraph b) on page 5 of the attached NPA which may require additional investigation. which states: “b) that the air operator has validated that the use of PEDs will not impair the aircraft’s system or equipment during all phases of flight including critical phases of flight;” The key word being “validate”. Fly safey now, ya hear! NPA-_PORTABLE_ELECTRONIC_DEVICES_(PEDS).pdf
  13. 1 point
    I did a netgun job out of Eskimo Point with a 206. Temps were between - 40 and -30 with the back door off. They were netting caribou to retrieve collars and replace batteries. They were using a Ruger carbine in 44 mag to shoot the net.I told them to only shoot when the ship was level and to tell me when they were going to shoot. Job went well other than the brutal temps. They had me climb very high to find the animals as we had a tracking devise installed on the skid gear. I was up at 9000 feet when I noticed the fuel pressure had dropped below the red line...I descended very rapidly to get back down to 6000 ft and the pressure went back into the green. We did this job for 5 days out in the tundra. I can tell you white outs were a big problem. Thanks for blue lenses on the sunglasses! I was flying KBU for those that have flown that ship.
  14. 1 point
    Wow what a great idea. Does look like it makes the helmet awkward for longlining or moving your head around. Do you have a pic wearing the helmet?
  15. 1 point
    Dont worry about him. he's one of those posters who's angry and confused most of the time.
  16. 1 point
    Make sure that if you have any item on a temporary mount above the dash on the bell mediums , what could happen if it fell off and landed on any of the switches on the centre console. Wouldn't want to have to explain why the engine over sped when the Gov switch was bumped to manual, or a fuel switch was bumped to the off position. I know they are supposed to be lifted to move the switch, but ya just never know!!
  17. 1 point
    Wanted a more reliable solution. Velcro over time loses its grip and the glue makes a big mess. I could use Dual-Lock (https://www.amazon.ca/Dual-Lock-Reclosable-Fastener-TB3550/dp/B007OXK1AK) but was also looking for a more elegant solution for when I don't use the visor.
  18. 1 point
  19. 1 point
    It's easier to beg forgiveness than ask permission.
  20. 1 point
    Eagle plains have tons of jet fuel. Not sure about avgas. Tombstones are amazing, follow. Dawson-mayo, mayo- Whitehorse.. I would go to Haines junction (kluane National park) then down to Haines Alaska. Pop over to Skagway. On to Atlin get fuel from Norm at discovery heli. Then Dease Lake, Smithers. Etc etc some amazing country Contact me if you have other questions
  21. 1 point
    What’s nice about 3 and 3 ?
  22. 1 point
    I agree DGP. After 35+ yrs, I'll take a bow.
  23. 1 point
    Sounds like a real good reason to stay at home this summer! Good luck on policing that one!
  24. 1 point
    Now that sounds more like what has been going on in Canada for the last 40 yrs....sadly.... i worked a lot of fires in Canada and I must say Manitoba at least tried to treat heli crews with some respect. Back in the good old days we use to have a great time on fires in Manitoba . After ever project fire...big fire ... we use to have a big wind up bash. Everyone left waiting for the next one...good times ....I could tell a few good stories...but to protect the rep of a lot of great pilots and engineers I will keep them to myself.I can remember rolling back into base camp at sundown...getting out of my machine after 10 hrs of givin er and have a CO open my door and hand me a cold beer and tell me the steaks were on the barbie...what the he## happened to those days!
  25. 1 point
    robottxt, see below how easy it is to add a waypoint. I used to have a 296, then Garmin stopped supporting it, so I upgrade to 695, then Garmin decided to stop supporting that, so that's when I decided to ditch the Garmin eco system. Won't be long before 796 won't be supported any more. iPad running ForeFlight is a much better solution and much more versatile, as it can do so much more than just a moving map.
  26. 1 point
    Let’s see how that works out....
  27. 1 point
    I like the part about asking family or friends to lend you the money. If you go that route you are well on your way to realising what life as a pilot will be like.
  28. 1 point
    Where a salty bunch of pirates?? who can't agree on anything.
  29. 1 point
    Hopefully they are- it's long overdue. Does anyone know why we are recognized like REDSEAL trades are? It just doesn't seem right that we are not respected like other trades are.
  30. 1 point
    1. This is not a joke. Get something the size and weight of a lemon and tie it onto a 6 foot piece of string. Stand on a chair and move the lemon around as if your hand is the helicopter above it. You will learn what makes the load swing, how to stop a swing, etc etc. Descend when the line swings and learn how that kills the momentum of a swing. Learn the timing of how to fly 'over' a swinging load to kill its swinging motion. I'm serious !! This is simple physics, just on a smaller scale. It works, and it's a real cheap simulator. 2. Take the line off. That's right....off. Too many guys try to run before they can walk. Fly around hanging out the door etc. as if there was a line on there, look-in and peek at the guages etc. Get used to how little you need to move the cyclic etc. Fly approaches to a 50 ft hover....hold a perfect hover, transition into flight again, etc. When you are comfortable with that, put the line on. If you are moving the cyclic more than before, then you have a problem. Keep the belly hook smooth, and the line will be smooth. 3. As someone said above, get used to your sight pictures. Remember that the helicopter will 'hang' differently in a hover with an empty hook than with a max gross load pulling on the belly hook. Get comfortable with how the ship will sit before the rigger hooks you up, then how it will sit in a steady hover before you fly away at max gross. On that note, get a steady hover before departing. Pulling tension and wobbling away into the sky as you get control will get you punted very quickly. 4. Get a reputation as a smooth long-line pilot before you try to get a reputation as a fast long-line pilot. 5. If your flying is really bad one particular day......try leaning out further. 6. Remember to smile.
  31. 1 point
    Okay, just to change the pattern of the last few weeks I thought I'd share a story of something that happened to me when I first started in helicopters. Everything is completely factual, with names and locations changed or ommitted to protect the innocent (I.E. Guilty!): I was flying in my first season after getting my licence. The machine was a turbocharged piston that actually was a good performer when it wasn't overloaded (which pretty much meant when I was alone). I had just dropped off some native trappers at a fishing camp and had to take a guy and his wife back to the community we were working out of. This was all taking place during "freeze-up", when many of the northern communities of central Canada rely on helicopters for almost all transportation. After I unloaded the guys I brought in, the people I was to bring back to town showed up with all their stuff. I stood there using four-letter words as I surveyed the pile of guns, beavers, ducks, geese, moose meat and fish that I was somehow supposed to take-off with and fly 50 miles to town. Finally, muttering under my breath, I started loading the machine... luckily(?) I had utility baskets on the side of the machine to handle the bulky articles. I quickly noticed the pile didn't seem to be diminshing as the baskets filled up... then I found out why... every time I turned my head to load the machine, someone threw more birds on the pile! When I caught them at that I swore loudly at everybody for about five minutes... the placid calm that they exhibited at my, very vituperative, onslaught told me they'd heard it all before. So, I was finally loaded up and ready to go. In a move that preceded air-bags in cars by several years, I had securely packed ducks and geese around the front seat occupants to protect them in the event of a hard-landing. With all secure I went to full-throttle... this apparently was a signal for everyone in the camp to gather in front of the helicopter grinning toothily (some of them anyway). Brimming with confidence I calculated how many "extra" RPM's I might need to clear the trees in front of me (at this point I had such a death-grip on the cyclic I could barely squeeze the trigger due to cramping), inhaling deeply I pulled pitch, rotated and "went for it" (a very exciting if not-recommended departure procedure... however, very necessary in this "situation"). As I climbed, all the people ran underneath the helicopter spinning and smiling like Julie Andrews in the Sound of Music. "Oh well" I muttered, "it'll be a soft landing if the engine quits". As the trees approached I started to worry a bit, as it appeared that the tips of the blades were barely going to clear... confirmed seconds later as the fuselage passed through two tallish trees like Lui Passaglia kicking a field goal. Suddenly the low-rotor horn sounded, "right on schedule" I thought as I lowered the collective slightly to recover RPM. As I "milked" the collective, at tree-top level, with all those people still running beneath me, I felt a bit like Wile E. Coyote, cranking that hand railway cart as he chased the roadrunner. Finally, the trees gave way to lake and I could dive, get some airspeed and silence the horn as the RPM came back into the green. I leaned back and smiled with pleasure at another successful take-off. So, after an uneventful flight , I landed to disgorge my passengers. It wasn't until I walked around the front of the machine that I discovered (by tripping on it) a steel wire, roughly the size and consistency of very thick guitar string, hanging off the pitot tube. It was wrapped very tightly around the tube, and then trailed over the toe of the left skid and thence down the left side of the aircraft for about 40 feet. Since this put this wire well past the tailrotor... which was on the same side... I had a moment of pride that I always flew in trim . At this point was where my finely honed "pilot instincts" took over. I ignored the wire while the people were still there... I looked around furtively when they were gone and disposed of the evidence... and began to plot the cover-up. If you're wondering where the wire came from.... so was I. After some surreptitious investigation (the band constable came over and told me that there was no communication with the camp I was just at over the HF radio), I brilliantly deducted that I now owned an HF antenna. Unfortunately, I had to go back to the camp to pick up the people I had dropped off that fateful day... or it would have been ok with me to fade from the memory of people around there. As I landed at the camp I was rehearsing the explanation and apology in my mind to make sure it all came out right at the camp. As everyone gathered around I did my best to put on a brave face (and decided to play dumb). The head of the camp (who had been my passenger of a few days before) walked up to me. The dialogue went something like this (names omitted... and you have to do his voice in a northern aboriginal accent): Him: "Uhh...You make a lot of work for me!" Me: "What do you mean?" Him: "You see those two trees?" Me: "Yes, I flew between them when I left here the other day" Him: "..... We know.... Our trapline radio antenna was between those two trees..." Me: "Oh? Did I hit it?" Him: (looking me straight in the eye) "Uhh...You hit it alright.... and the radio was yanked from the tent and went bouncing through the camp... and we all try to catch it but it gets away... and then Hector", at this point he points with his thumb at a young man who has bandages all over his face and an arm in a sling, "tackled it and you dragged him through the camp and then over all the logs and stumps between here and the lake....it's a good thing he got wedged under a fallen tree or you would have taken him water-skiing!!!" Me: "(speechless)" Him: "Anyway, are we ready to go?" In retrospect, that take-off was even more of an accomplishment than I'd thought! HV P.S. This story was intended to amuse people with the details of one man's folly. I don't condone any of the actions that took place here... with the exception of Hector tackling the radio... that was a good move... or I might have landed with it. P.P.S. I would like to invite others to share their stories. I have heard so many over so many pints... it's good to get them recorded for posterity... I may have already broken the rule with my story, but "brevity <being> the sole of wit", a short rendition of what happened and how it wasn't your fault would be welcome. Cheers, HV
  32. 0 points
    Tragically, on April 16th, a VHA test bell 206b crashed during a test flight, killing the pilot and an engineer. The main rotor blades were just about to be certified when the accident occurred. Eyewitness says they heard a bang and saw the aircraft and several parts falling. Obvious in flight breakup, the investigation is ongoing. https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20190416X22532&AKey=1&RType=HTML&IType=FA
  33. 0 points
    Gone forever because now it’s illegal to have a beer in the summer with 12hrs bottle to throttle
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